|Publication number||US4747377 A|
|Application number||US 06/924,753|
|Publication date||May 31, 1988|
|Filing date||Oct 30, 1986|
|Priority date||Oct 30, 1986|
|Publication number||06924753, 924753, US 4747377 A, US 4747377A, US-A-4747377, US4747377 A, US4747377A|
|Original Assignee||Onita Schaller|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (9), Referenced by (5), Classifications (17), Legal Events (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The present invention is directed to a portable diesel engine primer to assist starting an engine which has been overhauled, stored for a long period or out of diesel fuel. This apparatus is not a cold weather starting aid for diesel engines. The apparatus is a portable unit having an air pressurizable tank for a supply of diesel fuel which may be charged with fuel and pressurized to a predetermined air pressure depending upon the type of diesel engine to be started. The pressurized fuel is introduced to the engine through an engine cut-off valve connectable to the engine secondary fuel filter. The source of air to the tank may be from a service air charging connection such as found at most garages and filling stations. The tank is protected by an adjustable pop-off off valve which may be set to protect both the engine and the tank. The apparatus is portable and may be moved by service technicians manually about a service facility or put in a pickup truck and taken out in the field to the engine to be started.
Numerous auxiliary starting systems have been devised for starting diesel engines particularly in cold weather and which employ a highly combustible material which is introduced into the air box between the blower and the cylinders such as shown in U.S. Pat. No. 2,601,562. The use of volatile starting liquids is also shown in U.S. Pat. Nos. 2,788,781, 3,144,861, 2,704,536, 2,945,483, 3,750,639. The only patent known to me prior to filing this application which appreciates the problem of diesel engine start up after a lengthy shut down when part of the fuel injection system may be empty of fuel or may contain air locks so that considerable cranking is required just to fill up the fuel injection system before any effective injection to the engine cylinders takes place is U.S. Pat. No. 2,821,183 and this patent does not teach my structure and requires one auxiliary start up system per engine to which it is attached. My invention provides one system which because of its portability may be taken around an overhaul shop or out to the field to start up many engines, summer or winter.
The present invention is directed to diesel engine start up system which may service many engines without being attached permanently to just one. When diesel engines are out of use for prolonged periods such as overhaul or repair or they sit out on a job for periods of non-operation all or part of the fuel injection system may be empty of fuel and it becomes important to assure the delivery of fuel to the engine cylinders in an adequate amount and at adequate pressure independently of engine cranking speed.
Another object of the invention is to provide an engine start assist unit, portable, of light weight which can be operated from an air supply regulated by a regulator which pressurizes a tank containing diesel fuel to a pressure recommended for specific manufacturers engines. The tank may also be charged from a filling station air pump if a suitable adapter is applied to the regulator.
A further object of the invention is to provide an auxiliary start up unit for diesel engines which can be attached to the secondary fuel filter and removed after the engine has been started and taken to another engine for start up.
FIG. 1 is a schematic of the diesel engine fuel system with which the diesel engine primer apparatus of the present invention is employed.
FIG. 2 is an exploded perspective view of one form of diesel engine primer apparatus constructed in accordance with the present invention.
FIG. 3 is a top plan view of the air/fuel tank of my invention showing the fuel connection to secondary fuel filter of engine fuel system.
FIG. 4 is a schematic view of the air system for supplying air to the air/fuel tank of the primer apparatus constructed in accordance with the present invention.
Referring now to FIG. 1, a standard fuel system is shown for a standard diesel engine of the Detroit, Caterpillar, Mack, Roosa Master, Robert Bosch or Simms type having a fuel supply tank 20 which supplies diesel fuel through a primary fuel line 21 to a primary fuel filter 22, to a fuel pump 23, then to a secondary fuel filter 24, then to fuel injectors 25 in the engine 26 and through a return line 27 back to the fuel supply tank 20.
The secondary fuel filter 24 has a removable plug 24A for connecting the primer line feeder hook up 28 to re-establish the fuel level and pressure in the fuel system necessary to start the engine after a prolonged period of idleness during which time all or part of the fuel injection system may be empty of fuel requiring prolonged cranking to fill up the fuel injection system before any effective injection to the engine cylinders takes place.
Referring now to FIGS. 2 and 3, the porrable mobile start up unit 29 is shown having a fuel/air tank 30 having a handle 31 by which it may be carried from starting site to starting site. The tank 30 has a fuel pick up tube 32 which extends from an opening 30A in the top of the tank 30 to proximate its bottom. The pick up tube 32 at its top is screw connected to a pick up tube adapter 33 which is also screw connected to a stratoflex hose 34 at 35 which has a screw fitting 36 for connection to the adapter 33 thence to a quick change coupling 37 which engages over a quick change male coupling 38 on an engine hook up valve 39 having an operating lever 39A to open and close valve 39. A screw threaded male fitting 40 connects the valve 39 to the secondary filter 24 when a threaded plug 24A is removed from the filter and the valve 39 is screwed into the filter.
A hollow T-shaped air connector 41 having a hollow leg 42 and two hollow arms 43, 44 is secured to the top of tank 30 for communication with its interior to pressurize the tank internally from the top. The arm 43 has an adjustable regulator valve 45 to regulate the internal tank pressure while arm 44 has an air hose connector 46A connected to a hose 46 which as best shown in FIG. 4 is supplied with pressurized air from either a motor driven compressor 47 powered by a battery 48, switch operated at 49 or by being charged with air from a filling station pump or a supply tank.
The tank 30 may be filled with diesel fuel through hose 34 by introducing fuel through the engine hook up valve 39 prior to connecting it to the secondary fuel filter 24. The tank 30 is then pressurized as best seen in FIG. 3 through air hose 46 from a reservoir tank 47A charged by the compressor 47. The tank 47A will supply a smooth even air flow to tank 30 and tank connection 46A to put a head on the fuel in tank 30 not to exceed the engine manufacturers recommended fuel pressure. This usually ranges from 45 to 60 pounds.
With fuel in the tank 30, the plug 24A, FIG. 1, is removed from the secondary fuel filter 24 and the valve 39, FIG. 2, is screwed into the plug socket, with the valve 39 closed. The regulator valve 45 is set to the desired pressure and the air hose line 46 is charged until the desired pressure is reached and the valve 45 pops off. The valve 39 is then opened to prime the engine. After the engine starts and is running smoothly the valve 39 is closed. The air feeder line 46 is disconnected from the arm 44 letting the engine refill the tank 30 for its next use. When fuel comes out hose 46 or arm 44, valve 39 is closed and disconnected from filter 24.
The engine fuel system has been recharged to normal use and the engine may be shut down and restarted when needed.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US2601562 *||Feb 16, 1950||Jun 24, 1952||Harnischfeger Corp||Priming apparatus for internalcombustion engines|
|US2704536 *||May 27, 1953||Mar 22, 1955||Cold weather starter for diesel engines|
|US2788781 *||Mar 23, 1954||Apr 16, 1957||Procombur Soc Pour Le Traiteme||Engine starting-aid system|
|US2821183 *||Dec 21, 1955||Jan 28, 1958||Vernon D Roosa||Fuel injection means for internal combustion engines|
|US2945483 *||May 27, 1955||Jul 19, 1960||Jack M Howell||Diesel engine starting means and method|
|US3144861 *||Apr 23, 1962||Aug 18, 1964||Robert C Ragon||Gas starting means for diesel engines|
|US3750639 *||Nov 18, 1971||Aug 7, 1973||Olin Corp||System for controlling engine priming fluid flow|
|US4161160 *||Oct 31, 1977||Jul 17, 1979||Caterpillar Tractor Co.||Fuel additive injection system for diesel engines|
|DE1776062A1 *||Sep 13, 1968||Jun 9, 1971||Maurice Frisch||Anordnung mit Hilfsvergaser zum Anlassen von Verbrennungsmotoren in kaltem Zustand und Nachfuellbehaelter|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US5664532 *||Mar 22, 1996||Sep 9, 1997||August; Rex David||Universal fuel priming system|
|US6305357||Mar 20, 2000||Oct 23, 2001||Spiro Soukeras||Universal surrogate fuel pump system|
|US8316811 *||Feb 10, 2010||Nov 27, 2012||K. J. Manufacturing Co.||Method and apparatus for priming various components of a diesel engine|
|US8393309 *||Jan 29, 2010||Mar 12, 2013||K.J. Manufacturing, Co.||Fuel priming assembly|
|US20130291838 *||May 4, 2012||Nov 7, 2013||Ronnie Lee Booth||Diesel bleeder|
|U.S. Classification||123/179.16, 123/179.9, 123/445|
|International Classification||F02N19/00, F02B3/06, F02M63/00, F02M63/02, F02M55/00|
|Cooperative Classification||F02M63/0225, F02M55/00, F02M63/00, F02B3/06, F02N19/001|
|European Classification||F02M55/00, F02M63/00, F02M63/02C, F02N19/00B|
|May 25, 1988||AS||Assignment|
Owner name: PIANELLI & TRAVERSA S.A.S., CORSO IV NOVEMBRE 53,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:GUGLIELMO, ALBERTO;REEL/FRAME:004888/0593
Effective date: 19861211
Owner name: PIANELLI & TRAVERSA S.A.S., ITALY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:GUGLIELMO, ALBERTO;REEL/FRAME:004888/0593
Effective date: 19861211
|Sep 30, 1991||FPAY||Fee payment|
Year of fee payment: 4
|Oct 17, 1995||FPAY||Fee payment|
Year of fee payment: 8
|Dec 21, 1999||REMI||Maintenance fee reminder mailed|
|May 28, 2000||LAPS||Lapse for failure to pay maintenance fees|
|Sep 26, 2000||FP||Expired due to failure to pay maintenance fee|
Effective date: 20000531